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Bugatti entré. Ref. 1

The National Motor museum in France is also named Collection Schlumpf.This museum is situated in a small French town,
Mulhouse, while Molsheim was the place for old Bugatti factory.
Everything ca 10 to 50 km south Strasbourg.The origin of the museum
has it's own history. Schlumpf was a textile factory in Mulhouse. During
the 60:th and 70:th it was crisis for all textile producers. In
France they got support from government (just as in Sweden). Management
of Schlumpf were Bugatti enthusiasts and used the support money to buy as
many veteran cars as they could and built up their own renovation
division. Everything in highest secrecy. This however coasted the
textile factory so much money that their losses were increasing. French state
could not accept that the factory was set on bankruptcy gave them even
more money. This could of course not continue so at last factory was
bankrupt. Family Schlumpf escaped to Switzerland. When people opened up
the secret areas here they found over 400 veteran
cars. The workers became very angry and wished to make revolution, and destroy it all, as revenge. Fortunately the
leading persons and French state realized the worth of the collection
and stopped the workers.We can thank family SCHLUMPF to be the somewhat doubtful cause for one
of the finest museums in Europe.
NB. At the opening festival representatives from the family was invited
to the museum, which also can be seen on photos.

Here I have fetched a notice
from Ferrari Chat Forum from feb. 2005.Supposedly there is
one in Korea, it is not the Kellner car. VW owns the Kellner car along
with 41 111 (chassis #2):
"Number 41 150 (yellow sides) was, together with 41 141 bought from
Bugattis daughter by Briggs Cunningham in 1950, who later sold it to
Cameron Peck, Chicago, then to Dr B. Skitarelic, to Jack Nethercutt, and
so to Bill Harrah in 1964. Harrah sold it to Jerry Moore, Texas, who
sold it to Tom Monaghan (of Domino's Pizza). It was until recently
co-owned by the Blackhawk Collection, California , and the Imperial
Palace Collection, Las Vegas . Latest owner is a Mr Lee of Korea who
still might own it."
The Kellner car 41 141:
"It is one of the two Royals obtained from Ettore's daughter L'Ebei by
Briggs Cunningham and was one of the crowning pieces of his collection.
Maintained in perfect operating condition, it was exercised regularly,
often with museum guests as passengers. It was later bought from
Cunninghams for £5,500,000 in 1987, it hass since 1990 been owned by
Meitec Corporation, an engineering company in Japan , who according to
sources bought it for £10 million. It is now owned by the Volkswagen
group, owners of the Bugatti marque".
The car in the video, 41 100 is the original #1 chassis, but the 3rd or
4th rebody, starting with a Packard originally, at Schlumph, along with
41 131.
41 111 now called the Binder, used to be the Esders cabriolet body, is
supposedly still owned by VW, along with 41 141.
There is a 7th, sort of, I believe Schlumph took spares and recreated
the Esder's green cabriolet, the one without headlights because the
owner would never drive at night. The real Esders was rebodied as 41
111.
I did see this recreation at Schlumph (French National Auto Museum)
about 12-13 years ago.
So two in Mulhouse, two in Molsheim (if not on display - VW bought the
original factory), one in Detroit, and the last in Korea. Read Briggs
Cunningham article. Link on next side.Read Briggs Cunningham driving his $10 million Royale

This photo is the first Royale.Jean l’Ebée Bugatti stands beside the car.
Earlier picture (the green) shows the car that is rebuild and can be
found at the museum. The design on this car is used on several of
Jeans sport car models. A bit smaller of course.Next photo shows a
series of Bugattis which ends with a Royale alike sedan. In this, my
little unscientific report, it is nr 2 and scraped. All cars in this
picture have almost the same design, but in different sizes. Remember
also the Binder car in America, from which I have not succeeded to get a
copy (copyright).Now we know 5 of 6 produced Royales. 2 in Bugatti museum, 1 in Japan,
Thulincar (2006). The copy at Sinsheim (don't counts). Who can identify
the 6:th car.
Read Briggs Cunningham driving his $10 million Royale

artist and died 1940. Ettore had a younger brother
who died 1916. Both brothers had inherit their father's artistic gifts. Ettore was although already at 14 years of age
turned to the mechanical, when he bought a tricycle 1895. At age of 19
he got work at a tricycle
factory and as a cause of this he made improvements and success in competitions.
This showed that his constructions were of good quality. He started to
sell his own designs as options. Gullineli
(1900) financed a construction for a 4-cyl car. Ettore
got medal for this at the Milano Car Fair 1901. Baron DeDietrich who for a long time had searched for a project to his
factory in Niederbronn, signed a contract with
Ettore who moved there. During 3 years Ettore made a base model. 4 cyl
chain drive. It was sold as DeDietrich-Bugatti. But
it was not a
financial success. Ettore
joined instead with
Mathis, who was an old friend. In this way Ettore
came to Strasbourg. (1904) In the 20:th Mathis car was popular in
Sweden.
It had a 4 cyl. engine (follower of Bugattis 4 cyl), from the beginning
of 1900. Mahtis made a small 3 wheel car 1947. You can see it in Allers
Bilparad no. 80. 1906 they ended the cooperation and Ettore moved to
Deutz in Köln. Here he produced 2 models. Apparently he was not satisfied
with his works situation. He built a car of his own 1908, in the
basement where he lived during his free time. It was called type 10 and
is now owned by a private collector in USA. With this car in his box Ettore
found a financier.

Ettore moved back to the Alsac province. At that time
this was a part of Germany. In Mohlsheim he opened in an old color
factory production of his own cars. Here his homebuilt car became a
competition one, 1910, with the added name "Brescia" type 13.
This car is shown in "Stora Billexikonet", it is also saved
in the Hampton Collection in England. Type 13 is

The BeBe car at Sinsheim. Ref. 4

mainly
built with the "Köln Car" in mind, with 4 cyl engine and overhead
camshaft. 1910-1914 Ettore sold a concept car model type 10 to Peugeot. It was
given the name BeBe. Just before the first World War he released an
engine model with 4 valves pro cylinder. The time till 1918 was
most active period concerning new ideas for Ettore. During this time he set up
ideas for the Royale car, ideas about rail cars and aircraft engines.
For the time being car production was most important. He settled 4, 6
and 8 cyl engines with overhead camshaft. Chassis with rigid front and
rear axles and reversed

Roayale engine, the heart in Ettore's trainsets. Ref. 2

quarter elliptical plate springs. The oval, later horseshoe formed
radiator. When the war break out, WWI, he moved to Paris (Mohlsheim was
in Germany) and worked with aircraft engines. After the war he started up
in Mohlsheim with car production. Though the years in Paris had given
him such knowledge, contacts and understanding what was needed on the
market, that car production became an economical side product.
Perhaps more suitable work for his son Jean. The important
unit in Ettores economical success was the Royale

One of Ettore's trainset with 4 to 6 engines. Ref. 2

engine and the decrease of the market during the 20:th. Ettore had by
luck produced all Royale engines. 25 was in the series. Only 3 were sold
and six produced. What to do with the remaining 22 + reserve motors. Ettore had
already early in the 20:th ideas about rail cars, forced forward by
powerful engines. French state wanted to create work possibilities. This
made that ministers listened to Ettores ideas. Royale engine that mainly
was created during his time in Paris was used to other more or less
successful projects.Great men never get great followers. The fate to die too early for Jean
1939 at the age of 33 made that he never got the opportunity to show his
skills. Ettore´s brother Rembrandt died 1916 32 years old. Jean was kept
with hard hand by LePatron. When Jean constructed an individual front
end for Type 57. Ettore was in
Paris negotiated concerning his rail cars, unexpected came home and got
to see Jean's secret project. It was call to account and Jean had to go
back to Ettore principles. The necessarily improvement was closed down.
Hydraulic brakes was not introduced until 1938. This is typical for
constructers and their first successful product. Compare Sidney Allard
and his famous Allard J2 models. He refused to changed the divided front
beam. The car of course disappeared quickly from the race tracks.

Clumsy attempts was done after the WWII to continue the
production. Ettore had big troubles to get his factory back in Mohlsheim.
This town became in France after the war. Jean was gone and Ettore was
fully occupied with his other engagements. During the war his business
was moved to Bordeaux *), where he was a subcontractor to Hispano Suiza,
who produced crankshafts for aircraft engines. His business had already
been divided into Bugatti Motors and Bugatti Equipment. Ettore died 1947
and left the car part without a strong leader. One product after the
other was dropped. But Bugatti Equipment was growing although they
produced aircraft parts (Messier). After an unsuccessful try to
construct a F1 car 1955, Bugatti Motors went bankruptcy. One family
member, Roland, demanded that the car must have a rigid front beam!!
Till 1939 nearly 8000 Bugatti cars were produced. Note that the name
Bugatti was not lost for the family.How did the factory in Mohlsheim continue? The rail cars was ending,
although they were used up to the 70:th. Surely with an another engine.
Left was the subcontract with Hispano Suiza, who already 1956 controlled
Bugatti Equipment. 1963 Hispano Suiza bought the company and they
manufactured mainly landing gears for airplanes. The company was now
named Messier-Bugatti. 1968 when the aircraft industry was taken over by
the state of France, Hispano Suiza became a part or Snecma and was during the 70:th
specialized on landing gears. Still under the name of Messier-Bugatti.1991 an Italian, Romano Artioli,
showed up with the idea about a super
sport car EB 110. It would celebrate Ettore´s birthday. (80 cars were
put together and 60 were sold. Among all buyers was Michael Schumacher
who bought one. Bugatti firm tried to make big business and bought Lotus
1993 from General Motors. Everything in vain and the company was
bankruptcy. Today Volkswagen owns the name Bugatti (carpart) and have
made clear they will produce luxury cars in Mohlsheim. A prototype based
on the EB 110 with 16 cyl engine is manufactured and can be seen at
Autostadt museum Wolfsburg. In this way the tradition of Ettore Bugatti´s spirit is left from
Bugatti and Messier (developed hydraulic) to the world, with those
values, everybody feels, in each way for the name Bugatti.

Family graveyard near Dorlisheim. Ref. 1

Bugatti´s family tomb in the old roman city of
Dorlisheim. The city is an old roman fortification from the time BC, included are
town wall and all that stuff.

*)Ettore´s type 10 car was brought to Bordeaux and was there almost
forgotten, none in the Bugatti family cared. But later it was sold to an American
collector. It is saved.

The same engine. Note commpressor drive at
crankshaft prolongation. Ref.1

Remember plaquette from clubs been on visist.. Aong
them Aros from Vasteras. Ref.1

Bugatti Stelvio 57 1936. The car will never get on
the street again. The wall is closed with bricks.
Ref.1

Ettore and young brother Rembrandt. Ref.1

The
Bugatti club info about the car on picture. Ref.1

Here "la Fondation Prestige Bugatti"
has placed it's own little museum. They are sharing their locals with roman
deposits. The things about Bugatti you can see on the pictures. But the
most interesting was a model of the ancient town. It is a pity for the handsome Bugatti type 57 Stelvio Cabriolet from
1936. It is true that it has a good placement with the dry air in this
little museum. Although it was raining outside. The car will never come
out again in order to create the well known specific engine sound of a Bugatti
engine and with the excellent nice body melting together with
the beautiful surroundings around Dorlisheim. Museum has closed the garage
gateway where it was brought in. The engine is dismantled of the car and
can be seen on 2 photos. It is 3.3 liter single cam. This type was
launched first time 1934 and could be delivered with 3 standard bodies. Stelvio, Ventoux (sedan) and Atalante. On special order one could
order between 4 door Galibier or 2 door Atlantic Coupe (only 3 were
built). Generally you could get anything only if you paid. It was for type 57
that Jean built the individual front end, but was refused to fulfill by
his father. Of the 57, 905 ex. was built (different figures can be found).It is Ettore and Jean you see on the photos and no one else. The
diplomas are thanks from different Bugatti Clubs. Among them AHK Sweden.

On classical mark in Molsheim.Our guide, the former president of "la Fondation Prestige Bugatti" Paul
Kestler, was an older gentleman with little knowledge in English. We could
not speak French so it became a little stuttering. One thing is quite
clear, he gives his retired life to Bugatti and
showed us proudly the family
grave, the old production locals and the
club premises.Bugatti factory is situated within Messier-Bugatti manufacturing plant.
To be allowed to come inside we were forced to leave our passports. Here
they manufacture high-tech in the form of landing gears for both
military and civil aircrafts.One of the bosses,
the one in the fancy costume, went
ahead in front of us with our guide.
We were
unorganized half running after like a
sheep crowd, that in same time
triedlooking around. The upper photo anyway, is the old black smith, where the front beam was
produced. Middle picture is the mounting locals. Today storage room. To
the left behind the outdoor storage, you can see Patron´s horse barn. He
was very interested in horse riding. Important people must sit high up
when they talk to their labour. Bottom photo shows office and living
house. The area is reserved to be saved, that's why the newly renovated
face of the office. In addition it was on the spot to make it ready for
use inside. This renovation was in the agreement with Volkswagen when
they bought the right to the name of Bugatti. The production of the
luxury car is going to be made in Molsheim. The customers are going to
be tended to this place when they fetch the new 16 (12) cyl., 565 ps
Bugatti. Then we went to the gateway guard, got our passports and felt
very VIP as we were allowed to step inside such a secret area.

After
the Messier-Bugatti visit, refreshments was needed. Our excellent guide,
Paul Kestler, Bugatti freak more than all other together, guided us to
the club premises for "la Fondation Prestige Bugatti". The house was
from the beginning a hotel
and celebration place after the victories. Bottom flat was at the
disposal for the club The attraction here
was one of the, see upper
photo, garage doors, as they have got from Bugatti works. They have
continued to renovate it for 3 years. Compare
the door on the black and white picture with the 5 Bugattis. Behind the
small "Royale" sedan. It is that kind of door a little shortened. Then
we talked a little stuttering about everything. Paul got the feeling that
it was in place to
treat us with some white Bugatti wine. Everybody got
a glass except our criminal superintendent, who for the moment was
driving. Janne Berg made a speech of thanks. Well, we was beginning to
be a little tired on all Bugatti impress so we thanked politely no for
to be guided to see Jean´s accident place where he lost his life with a
"Tank" Bugatti. The front end of our VW-buss pointed towards Germany. We drove again
through Strasbourg, the town that lies both in Germany and France. After
some 10 km we found a suitable Gasthouse, where we had a superb "a la
cart" discussing next museum that was Rosso Bianco in Aschaffenburg. The
museum is well-known for its racing cars and excellent collection of Delahaye.

Ettore got an order for 9 train sets each equipped with 4
engines 1932. Ref 2

If you study the enigine carefully, you can see that the
cylinderunit is one block. Ref. 2

You can easily say that Ettore was a wild constructor and
in the first place he had wild ideas. Here is 3 head types of engines
gathered. Upper you see the double Royale engine. consequently 16 cyl.
29 liter and 2 crankshafts. This engine was made to be used in airships,
1918. It was also manufactured on license in America at Dusenberg. The
engine was then developed to be used
in rail cars. Ettore got
an initial order of 9 railcars with 4 engines in each 1932. It is quit
clear that this engine by time became the Royale engine at 12.7 liter.
If you study the engine closely, you can see that cylinder part is one
unit. With other words no cylinder head. This gave problems with valves
which were to be serviced often. It was not so good material at that
time for valves and
valves seats (petrol no lead). Cylinder head! Ferrari 750 Monza-engine had
the same construction. In such a motor I made mechanical works
during the 60:th. A wonder of machine work with roller lifter, salt
cooled valves and only odd threads. The hair springs you only dismantled
if absolutely necessary. Besides that reality with a Ferrari Monza can
be a complete article. I resume to Bugatti. Note also the typical work shop from this time with all wooden
boxes. The slight blackened varnish from all oily fingers. You can
imagine the engine supervisor in his grey something dirty overall,
keeping a watching eye over his intensive working labor. The following
picture shows the rail car application of the Royale engine during
montage and test.
One tip for everybody that want to by a 8 cyl. 12 liter Bugatti engine.
Search in the French railway storages. There you can find things. Every
rail car had, many were built, 4 engines.

A submarine was planned. It was capable to sail between Brest and
NewYork in 50 hours. Ref. 2

The most spectacular project from 1927, was a submarine
like ship 35 m long. It was projected to sail between Brest and New York
in 50 hours. Compare the normal time over the Atlantic 5 days or 120
hours. With its submarine like construction it should sail through the
waves. Equipped with 8 big engines. Speed was calculated to 140 km/h
(What is that in knots?) Such petrol tanks! The project was abandoned.
No even any prototype was built. Look at the railing, broken. Typical for an
old model.

RailcarsThis
was also a project in which Bugatti earned lots of money. He got a first
order of 9 rail cars 1931-1932. 76 engine cars where built of different
types between 1933-1938. (Car production became a joy for his son
Jean). The first rail car got the name "le Presidentiel" with addition
800 CV. This meant 4 engines at 200 ps each. Study the engine
installation! In a bend the inner rail wheel takes a shorter way. The
lower installation must be the better one. The rail cars driver had his
driving place on the roof. The driver was "standing" on the 4 engines.
The train made its first tour on the 30th of July 1933. The national day
of France, between Paris and Cherbourg in 3 hours and 8 min. Max speed
was 160 km/h. France started early with speed trains and it is no wonder
why they today, technically, are so far ahead. There is much interesting to get from
the article with Bugattis rail cars. Sorry to say it is written in
French and that is not my strong side. A mission for someone else with
the necessary knowledge.

There were 2 brothers in Geneva who were building
cars. One was a constructor while the other was racing driver. The
engine had 8 cyl. with cylinders casted in pair and 12.76 liter
(Bugatti!!) volume. They also tried to build for selling , but
everything ceased to an end already 1907.

One early Panhard-Levassor. Ref. 1

Panhard-Levassor Pheaton Tonneaux 18942 cyl 565 cc 3.5 ps 20 km/h

The early Panhard-Levassor had engine in front ,clutch
and open gearbox, also chain drive transmission, Motor was a Daimler V2.
A Panhard shared first place with Peugeot in competition Paris Rouen
1894. Same year they developed closed gearboxes.

Type 3 was produced from 1891. This was the only model
they had at that time. From 1894, another 5 model were added. The car on
picture has an interesting front design. A cross over plate spring with
rigid front beam, an advanced design at this time. Peugeot is one of the
rare manufacturers that still is controlled by the initial owner
(family, 2000). They started early to produce iron products, so
different types as tools and corset spring. The firsts vehicles was
steam driven. Those were abandoned before 1890 in favor for Daimler's
V2 engines.

Menier Double Pheaton 1893

2 engines 2cyl in V.
This model was equipped with a very odd system with
separate pedals, which speed was controlled. 4 in all. Driver must be a
clever one.

This model had a 1 cyl. engine and won many races. Its
individual front end design, gave it a big technical favor. It was
manufactured 1905-1921 in different development steps. Sizaire was the
constructor. He had the peculiarity that manufacturing was made on
different sub firms. Because of this there was cars beside Naudin even
Berwick and Freres. The car you see had wooden frame but was
nevertheless popular for its simplicity and low price.

It was on type 57 that Jean and Picette tried to mount
a individual front 1932. It was stopped by Le Patron. It was equipped
with the new engine with double overhead cams. Ettore hade been in
America and from there he brought home Miller engines which he studied
for his developments.

Bentley 8 liter<1931>Mercedes Benz 540K Special Coupe"Maharadjas delight". Front fenders have not
the right design to be a Special Roadster. Most likely a slight rebuild
cabriolet C with detachable top, for delivery to India. Wrong rims.
Compare picture 168-179 and 177 in the book Mighty Mercedes. No engine
therefore the high front. Rest unknown.

SS is the sign for Super Sport in the S-series that
from the beginning was developed by Ferdinand Porsche. It was sold to be
an image of the competition model. The expected customer were the sons
of the rich. They wanted to race, but not in the big GP-races. Not yet
could millions in income be darkened and put into historical cars at new
year. Such a car can today be sold for up to 1 million Euro.

Here
you can see of our days Bugatti models. Far up 2
pictures EB110 which was produced to celebrate 110 years celebration of
the birth of Ettore Bugatti. Lower the model which you can order today
from Volkswagen for delivery 2003. The car will be produced in Mohlsheim in
a new factory. To the right in second line you see the standard Bugatti
218. Both of the last named have 18 cyl engine with 7993 cc. Note the
construction of 16 cyl. engine has 2 rows with 6 cyl. and one horizontal
with 4. Count! Veyron they have scared to 1001 ps. EB 110 has only 12
cyl. Price standard is about 25 millions. It is planned to build 50 a
year.